Draft rigging



Nov. 14, 1933. D. s. BARROWS 1,935,466

DRAFT RIGGING I Filed Feb. 12, 1931 2 ShGtS-ShGG'C 1 Nov. 14, 1933. D. s. BARROWS DRAFT RIGGING Filed Feb. 12, 1931 2 Sheets-Sheet m mm w ms wm w Patented Nov. 14, 1933 UNITED STAT The Symington Company, New York, corporation of Maryland DRAFT RIGGING Donald S. Barrows, Rochester, N. Y., assignor to Application February 12, 1931. Serial No. 515,349 7 Claims. (01. 213-11) This invention relates to draft rigging and,

"more particularly, to such employing a plurality of cushioning devices, all of which are preferably used for absorbing bufl'ing forces, and only part for absorbing draft forces.

The principal object of my invention, generally considered, is to provide draft gears mounted between the draft sills of a railway vehicle with one acted on by associated yoke-acting means on draft, and all acted on when the associated drawbar is subjected to bufiing'forces, the rearmost of said gears being desirably housed in a combined casing and center filler casting.

Another object of my invention is the provision of selective travel cushioning mechanism adapted to provide a' considerably greater cushioning effect and travel for the absorption of bufiing forces than for the absorption of draft forces, the rear or innermost of said cushioning devices being housed within the center filler casting to economize space between the sills, and permit the necessary elongation of the mechanism.

A further object of my invention is the provision of a longitudinally slidable carrier block for supporting a drawbar or coupler stem and particularly adapted for selectivetravel mechanism which allows a greatly increased compressive movement of the associated coupler as compared with the draft movement thereof.

A still further object of my invention is the provision of a casting adapted to connect the 'sills for functioning as a combined backstop and center filler casting, and at the same time adapted to receive cushioning mechanism, functioning as auxiliary means for cushioning buffing forces. Other objects and advantages of the invention relating to the particular arrangement and construction of the various parts will become apparent as the description proceeds.

Referring to the drawings pended claims Figure 1 is a vertical longitudinal view between illustrating my inthe sills of a railway vehicle underframe illustrating one embodiment of my draft rigging with Figure 2 is a horizontal sectional view of the direction of the arrows.

Figures 4 and 5 are views corresponding, -.re-

section, on the line 6-6 ofFigure 4, looking in the direction of the arrows".

Referring to the drawings in detail, like parts being designated by like reference characters, and first considering the embodiment of my invention illustrated in Figures 1, 2 and 3, there are shown portions of a railway'vehicle underframe comprising draft sills 1 connected by a specialform of backstop or center filler casting 2 and a striking casting or combined striking casting and sill tie member 3. The sills l are slotted for receiving draft keys for connection with associated draft rigging, and preferably have connected thereto cheek plates 4 which arecorrespondingly slotted, with the slotted portions therein preferably reinforced by flanges 5 for rigidifying the edges of said members adjacent said slots to'provide for the transmission'of large forces. In the present instance, I provide cheek plates formed with two slots each, a forward slot 6 and a rearwardly disposed slot '7, the forward slot 6 being preferably supplemented by rearwardly extending bifurcated side webs or walls 8 preferably integral with the striking casting and sill tie member 3, so that the forward portions of the cheek plates i and the rearwardly extending side webs of the striking Mounted between the sills 1 is a slotted doubleended series friction draft gear 9, preferably supported on carry irons l0 and 11, which are, in 1 turn, connected to the sills 1 in any desired man ner by connecting means 12. Said gear desirably comprises a column member, housing or shell 13 open at each end and slotted adjacent the central portion; as indicated at 14, for receiving a horizontal key 15' serving for connecting said housing to the cheek plates 4 and associated sills 1 as by passing through the rearmost slots 7 therein. Said slots '7 are positioned and of such a length as compared with the width of the key 15 that said key, when in place, holds the'housing stationary when draft forces are applied, but permits said housing to move rearwardly under the action of'bumng forces. I v Each end of the housing or shell-13 is preferably formed double bell-mouthed, that is, it is provided with sloping walls 16 providing outermost flaring or inclined friction surfaces 17 and inwardly disposed, but preferably correspondingly inclined, friction surfaces 18 with a shouldered portion 19 therebetween. Cooperating with the friction surfaces and shouldered portions on the shell or housing 13 are front and rear friction shoes or wedges 20 provided with correspondingly inclined friction surfaces 21 and 22 engaging the corresponding friction surfaces on the shell and provided with a shouldered portion therebetween for cooperating with the correspondingly shouldered portion on the housing for limiting outward movement of said friction elements with respect to the housing after assembly therewith.

In order to urge the friction elements 29 into engagement with the friction surfaces on the housing 13, resilient means 23, preferably in the form of curved plate springs, are provided between the friction elements at each end of the housing. Said plate springs, at each end of the housing, preferably involve two sets, bowed or curved concavely toward the adjacent friction elements 20.

The draft gear 9 is connected to the drawbar or' .coupler stem 24 in a usual manner, as by means of a horizontal yoke 25 embracing said gear, with its ends extending forwarly on each side thereof, and connected to the drawbar 24 by a horizontal draft key 26 extending, through registering slots the drawbar and yoke and with its ends received in the front slots 6 in the cheek plates 4. It will be apparent that the slots 6 in said check plates are of a length sufficient to permit the key to move distances in both directions suflicient to stress the associated cushioning mechanism to the desired extent. Although I have illustrated conventionally the drawbar as being the shank or stem. of a coupler of the type described and claimed in my Patent No. 1,431,717, dated October 10, 1-922, it will be understood that I do not wish to be limited to the use of such a swivel butt coupler the present combination.

Disposed between the drawbar 24 and the front friction elements 20 is a front follower 27 designed to transmit bufiing forces from the draw- ;bar to the friction elements 20 to effect compression of the gear 9. In order to hold said follower in proper position with respect to the yoke 25, shoulders or extensions 28 are desirably provided engaging the upper edge of the yoke arms, as illustrated particularly in Figure 1. The rear follower 29 is desirably held in position with respect to the yoke by corresponding projections 3.0, and both followers also are desirably guided on the carry irons l0 and 11.

' Inorder to increase the permissible travel of the drawbar or coupler stem 24 under the action of buinng forces, and provide an increased cushioning action for absorbing such forces, the center filler casting 2, which has a cylindrical thin-1- ble 31 adapted to receive a railway vehicle kingpin, ,is formed with a rear wall 32 adapted to Serve as 'a backstop for auxiliary cushioning mechanism 33 enclosed in said center filler casting between the side walls 34, which are preferably riveted to the draft sills 1, the rear con- *necting wall 32 and the top and bottom walls 3.5 and 36, respectively. I The-cushioning mechanism, in the present embodiment, comprises friction shoes or wedges 37 engaging inclined friction surfaces 38 provided on the side walls 34 of the center filler casting, which is built to function as a housing for a mechanism. The friction shoes or wedges 37 are engaged by a central or spreader wedge member 39 formed with correspondingly inclined friction surfaces 40 engaging the inner inclined friction surfaces41 on the outer -or laterally disposed friction :shoes or wedges 3.7. A follower 42 is is desirably supported on the carry iron 11.

In order to hold the friction elements in engagement with one another and to provide for the release of the auxiliary gear 33, an intermediate follower 45 is provided and preferably formed U-shape in section so that the arms 46 thereof embrace or lie on either side of the king pin thimble 31, the front ends of said arms normall-y engaging the rear faces of the friction blocks 37, and the rear face of said follower 45 being urged forwardly by release springs 47. preferably disposed between the front face of the rear wall 32 of the combined housing and center filler casting, and the intermediate follower 45. Although the release springs or resilient means 47 are shown as helical or coil springs supported by a carry iron 48, the ends of which are, in turn, connected to the sills in any desired manher, it will be understood that, if desired, other resilient means may be employed.

Because of the provision of extra movement and extra cushioning effect when the coupler, is subjected tobufiing forces, said coupler must necessarily be adapted for an unusual amount of longitudinal movement with respect to the sills and combined striking casting and sill tie member 3. The stem or drawbar 24 is, therefore, preferably supported on a carrier block 49 mounted for longitudinal movement, as by being supported on a transverse bolt or the like 50 received in a slot 51 in said carrier block, and permitting the desired amount of longitudinal movement .of said block; In order to prevent said block from overturning or'tilting to an inoperative position, preferably integral arms or tails 52 are provided normally engaging the lower edges of the associated yoke arms, and thereby prevented from tilting forwardly when said block moves forwardly with the drawbar 24 on draft. When moved rearwardly beyond the point where said block would tend to tilt forwardly, the tails 52 prevent rearward tilting beyond a predetermined amount because of the underlying carry ironlO. Of course, the drawbar 24, when in place, holds the carrier block 49 from tilting away from normal position.

' From the foregoing description, it will be seen that under the action of draft forces, the housing 13 is held stationary by the key 15 and the drawbar 24 pulls the yoke 25 forwardly through the connecting key 26, moving the rear elements 20 into the rear opening in the shell or housing 13 against the resistance of the springs 23, thereby actuating only the cushioning rnechanism received in the rear of the housing 13, whereby the cushioning effect on draft is only a portion of the total capacity of the entire cushioning mechanism of the arrangement and the travel of the coupler on draft is only a portion of the total permissible movement allowed said coupler unconnected to or disposed adjacent the cover plate the carry iron 10.

53 and lower frontstopmeans 10' connectedto When the drawbar or coupler is subjectedito buffing forces, however, it engages the front follower 27, pushing the front friction elements 20 --into the front opening in the housing 13 and simultaneously moving said housing rearwardly over the rear friction element 20, such movement being permitted by the rearward elongation of the slots 7 in the cheek plates 4, so that a full compression of the gear 9 on buff is pera mitted, thereby providing for not only increased buifing capacity, but for drawbar travel equal to the sum of the travel permitted by the friction elements at each end of the gear, plus the permissible compression of the auxiliary gear 33. Said gear 33 is compressed along with the gear 9 upon rearward movement of the rear follower 29, yoke 25, and follower 42, which pushes the central wedge 39 into the combined housing and center filler casting 2, until it engages the front of the backstop and center filler casting 2, gen-t erating friction with the friction elements 37 and against the walls 34 of the housing and pushing the intermediate follower 45 rearwardly against the resilient means 47. It will thusbe apparent that if the permissible compression of each end of the draft gear 9 is two inches, and the compression of the auxiliary gear 33 is two J inches, a movement of the drawbar on buff of .six inches "is provided, while a movement of only twoinches is'provided for on draft. In'other words, if--the 'movement allowed by each cushioning deviceis the same, a drawbar travel on buff of' three times the travel on draft isprovided for, It will also be apparent that although the cushioning capacity on draft is only that of the mechanism in the rear end of the housing 13, yet on buff alltof the cushioning devices cooperate for absorbing the energy which, as iswell known, is normally greater than any draft energies to be absorbed.

Referring now to the embodiment of my invention illustrated in Figures 4, 5 and 6, there .are shown the sills 1 of a railwayzvehicle connected at'their adjacent ends, only one'end of the car being illustrated, by a combined striking casting and sill tie member S andintermediate their ends by a combined cushioning mechanism housing and center filler casting 2 as in the previous embodiment. The sills in the embodiment shown are preferably channel-shaped in section with connected to the cover plate -ent No. 1,236,872, of August 14, 1917, although it will be understood that it is within the broad aspect of my invention to use any type of draft gear or cushioning mechanism in the combination disclosed. Said cushioning mechanism involves a housing 13 receiving friction elements 21) urged apart and ii to engagement with.corresponding friction surfaces on the housing by plate springs 23*, as in the previous embodiment. In the present embodiment, however, thegear is shown as single-ended, rather than double-ended.

Disposed forwardly ofthe cushioning mechanism 9 is a front follower 27 'suppo'rted between the sills 1* by a horizontal key 15 passing through a forwardly elongated slot 1 1 in'saidfollower and'with the ends'received in rear slots '7 in cheek plates 4 which, in the present embodiment,

for the mechanism. Thefriction shoes or wedges the sills 1 and preferably are shown as cooperating with rearwardlyextending side webs or bifurcated lug portions 8 slotted to complete the front slots 6 which receive the front key 26 connecting the drawbar 24 with the horizontal yoke 25 which serves for ac-l tuating the gear 9 when the drawbar is subjected'to draft forces, as in the previous embodiment; 3 The yoke preferably embraces a rear follower 29 which engages the friction elements 20*,

said rear follower being supported by the carry iron 11 v In order to provide for increased travel of the coupler an increased cushioning effect for absorbing bufiing energy, the center filler casting 2%, which has an aperture or downwardly opening pocket 31 normally receiving a king-pin 54, is formed with a rear wall 32 adapted to 'serve' as a backstop for auxiliary cushioning mechanism 33 enclosed in said center filler. casting between the side walls 34 which are preferably riveted to the i the wall 35 therebetween, which wall is, in the ,embodimentdisclosed, generally hexagonal in section, as shown most clearly in Figure 6. I

The cushioning mechanism, in the present embodiment, comprises a plurality of friction shoes or wedges 3'7 engaging friction surfaces 38 on the hexagonal portion 35* of the center filler cast ing 2 which is built to function as ahousing 37 are engaged by a central or spreader wedge member 39 formed with correspondinglyinclined friction surfaces 40 engaging the inner inclined friction surfaces 41 on the'outer or laterally disdraft sills 1 the rear connecting wall 32 and posed friction shoes or wedges 37 The central Wedge member 39 is desirably retained in place by a bolt or other retaining'device 55 and nut 56 which permits inward movement of said Wedge 39 but limits outwardmovement thereof. A follower 12 is desirably disposed between the rear end of the yoke. 25 and .ihe frontface of the central wedge block 39 for the transmission of buffing forces from the gear 9 to the cushioning mechanism or auxiliary gear 33 In order to retain the follower l2 in position when the gear 9 is pulled forwardly on draft, stop lugs 43 are desirably connected to the sills 1 forwardly of said follower and normally disposed in engage- 'ment with the front face of said follower which 'is also desirably supported on the carry iron 11 r In order to hold the friction elements in engagement with one another and to provide for the release of the auxiliary gear 33 an intermediate follower 45 is provided and urged forwardly by -release springs 4'?" preferably disposed between said follower and the rear wall 32 of the combined housing and center filler casting.

On account of the provision of extra movement and extra cushioning effect when the coupler is subjected to buffing forces, said coupler must necessarily be allowed to move an unusual amount with respect to the sills, and the slots 6 are,

therefore, rear wardly elongated to as great an extent as possiblewhile leaving a bridge 5'7 of sufiicient strength between the rear ends of the slots G and the front ends of the slots 7. The slot 14 in the follower 27 is elongated forwardly, as shown most clearly in Figures 4 and 5, so that a bridge 57 of sufficient strength is provided for in each cheek plate, thereby'avoiding the possibility of the coupler key cutting through the ties or bridges 57 between the, first and second cheek plate slots. f 7 1 From the foregoingit will be seen that under the action of draftforces, the housing '13. is

foll'ower 27 and the drawbar 24 pulls the yoke 25 forwardly by the connecting key 26, moving the follower 29 and the friction elements 20 forwardly against the resistance of the; springs 23 whereby the cushioning effect on draft is only that of the cushioning device or gear 9 and the travel of the coupler on draft is only the permissible compression of said gear.

When the coupler 24 is subjected to bumng forces, however, it not only compresses the gear 9 but through said gear and the rear end of the yoke 25 the follower 42 of the rear cushioning device is actuated, resulting in an inward compression of the wedges 39 and 37 and a compression of the resilient releasing means 47 so that a full compression of the auxiliary gear 33 is provided for, thereby increasing the energy-absorbing capacity for buifing as well as the permissible travel, which is equal to the permissible travel for the gear 9 plus that of the gear 37 It will thus be apparent that if the permissible compression of the gear 9 is 2 inches, and the compression of the auxiliary gear 33 is 4 inches, a movement of the drawbar on bull? of 6 inches is provided, while a move ment of only two inches is provided for on draft, as in the previous embodiment. It will also be apparent that although the cushioning capacity on draft is only that of the front gear, yet on buff, both of said cushioning devices cooperate for absorbing the necessary energy.

From the foregoing, it will be seen that I have devised draft rigging involving associated cushioning devices or draft gears which cooperate with one another so that a greater amount of coupler travel and cushioning effect is provided for buffing forces than for draft forces.

Although preferred embodiments of my invention have been illustrated, it will be understood that modifications may be made within the spirit and scope of the appended claims.

I claim:-

1. In railway draft rigging, in combination with draft sills, a drawbar, yoke-acting means, means for connecting said yokeacting means and drawbar so that said drawbar pulls the yokeacting means forwardly, but is permitted to move rearwardly with respect thereto, a backstop and center filler casting disposed between said sills rearwardly of said yoke-acting means, and a plurality of longitudinally alined cushioning units, the rearmost unit including said casting and being' positioned rearwardly of the yoke-acting means, said casting forming a housing for other elements of said unit, and a forward unit embraced by said yoke-acting means and disposed rearwardly of said drawbar, whereby said for- Ward unit only is actuated when the drawbar is subjected to draft forces while all of said units are actuated when the drawbar is subjected to buffing forces, with the casting functioning as a backstop for the unit forwardly thereof upon full compression of said unit.

2. In railway draft rigging, in combination with draft sills, a striking casting connecting the ends of said sills, a carrier block, means passing through registering apertures in said casting and block to support the latter from said striking casting, the apertures in one of said parts being longitudinally elongated to provide for longitudinal movement of said block, a drawbar supported on said carrier block, yoke-acting means, means for connecting said yoke-acting means and drawbar so that both move forwardly on draft while 'ing on said blocks,

held stationary by the key 15 and associated the drawbar moves rearwardly with respect to the yoke-acting means when subjected to buffing forces, and cushioningmechanism embraced by. said yoke-acting means and disposed rearwardly of said drawbar.

3. A combined center filler casting and cushioning mechanism housing open at one end to receive cushioning means, and having side walls presenting friction surfaces, friction blocks engaging said surfaces, resilient release means actand a receptacle for a king pin. I.

4. A coupler carrier block formed with longitudinally elongated slots adapted to receive means for supporting said block between the sills of a railway vehicle whereby longitudinal movement thereof is permitted, said block having rearwardly extending arms adapted to cooperate with the forwardly extending arms of associated yoke-acting means to prevent overturnmg.

5. In a railway vehicle, a coupler carrier block formed with. an aperture, means extending through said aperture transversely of the vehicle for the support of said block, said aperture being elongated longitudinally of the vehicle to permit corresponding movement of said block, draft rigging on said vehicle, and-means on said block cooperating with said rigging to prevent overturning. I

' 6; In combination with draft sills, a combined draft gear housing and center filler casting with side walls connected to said sills, said casting comprising a bottom wall connecting .said side walls, a cylindrical thimble upstanding from said bottom wall and adapted to receive a king-pin, friction wedges engaging the inner surfaces of said side walls, a central wedge block engaging the adjacent sides of said wedges, an intermediate follower with a front bifurcated portion straddling the thimble and with forward end portions engaging said wedges, and release springs acting on said follower.

7. In railway draft rigging. in combination with draft sills, a drawbar, yoke-acting means with transversely spaced arms, associated cush ioning mechanism disposed between said arms,

means for connecting said yoke-acting means and drawbar for the transmission of draft forces, a center filler casting disposed between said sills 'rearwardly of said yoke-acting means, said casting comprising side walls connected to said sills, a bottom wall connecting said side walls, a receptacle for a king pin opening through said bottom wall, friction wedges received in said casting, disposed forwardly of said receptacle; and normally engaging the inn'ersurfaces of said side walls, release springs for said wedges housed in said casting rearwardly of said receptacle, a central wedge block engaging the adjacent sides of said wedges, a follower disposed forwardly of said central wedge block and rearwardly of the cushioning mechanism associated with said yokeacting means, and stop means on said sills to retain said follower in position when the yokeacting meansacts on the associated cushioning mechanism ondraft bufiing forces being transmitted through said cushioning mechanism and follower to actuate the wedge block, wedges and springs in said casting, said center filler casting acting as a backstop for the cushioning mechanism forwardly thereof upon full compression of said mechanism. a 1

' DONALD S. BARROWS. 

